Reversing mechanism.



F; SNOW.

REVERSING MECHANISM.

APPLICATION 31mm JUNE 4, 1906.

witnesses Patented Feb. 9, 1909.

4 SHEETS-SHEET 1.

' F. SNOW. REVERSING MECHANISM. A'PPL IOATION FILED JUNE 4, 1906.

9 1 52, 1 96 Patented Feb. 9, 1909.

4 SHEETS-SHEET 2.

inventor F. SNOW.

REVERSING MECHANISM.

APPLICATION FILED JUNE 4, 1906.

Patented Feb. 9, 1909 4 S EEETSBHEET 3 I Inventor fiz derz F. SNOW.

REVERSING MECHANISM.

APPLIUATION FILED JUNE 4, 1906.

912,196. Patented Feb. 9, 1909.

4 SHEBTSSHEET 4.

g E X 5 witnesses: Inuen or fiederz'fii Aim and motion WlllUll occurs b t-itiveen the driving *cnrrnn srri'rn PATENT @hhll hlil.

FREDERICK sn W, or CHICAGO, ILLINOIS, ASSIGNOR, BY nnsnn ASSIGNMENTS, TO CONKLING COMPANY, or CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

RE VERSING MECHANISM.

Original application filed December 21, 1905, Serial No. 292,778.

Specification of Letters Patent.

Serial No. 320,083.

To all whom it may concern:

Be it known that l, FREDERICK SNOW, a citizen of United States, and a resident of Chicago, Cook county, Illinois, have invented certain new, useful, and Improved Reversing; Mechanism, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements .1. driving and reversingmechanisms such as are employed for reciprocating or oscillating machine parts or elements, for example, rotary Washing machines, planers, sh apers and the like, wherein movement in both directions is required.

My invention has special referenceto improvements in clutch mecl'zanisms for drivmg and reversing mechanisms of the class mentioned.

This is a divisional application, the subject matter hereof having been previously presented in my pendingapplication Ser. Jo. 292,778, filed December 21, 1905, entitled driving and reversing mechanisms.

As Will appear hereinafter, my invention is adapted for operation under manual control, Where employed. upon machines requiring frequent reversal, Without restriction to given times or periods of Operation in one or the other directions. its completeness intended and adapted for use upon or in connection with inac ziines or mechanisms of strictly reciprocal, oscillatory, or alternative typ s 1 wherein it is required that the movement in one direction. shall be exactly equaled by the movement in the opposite direction.

The chief diiliculty encountered in the driving or reversing: mechanisms hitherto invented and placed upon the market, and the Earl or which renders. the same ineil'ective' objectionable, is the slippage or lost and driven parts. Such slippage being indefinite and unequal in opposite directions, makes it impossible to maintain the desired exact .reciprocatimi in the machine under operation and causes it to he uncertain and inollectivc in ilsaction. Perhaps the most sented is .ud in the case of the common rotary washing; machine. This machine comprises asl'ai ionary shell and a perforated.

But my invention in- I in slippage, that is, relative slipp n notable instance 01 the duhculty thus pre- .'cylinder, the latter being ada ted for rotary reei' rocation Within the shel shel is partially filled With Washing fluid and the garments to be cleansed are placed in the cylinder. The cylinder is then rotated first one Way and then the other, the opera tion being continued for a considerable time. The efiicacy of the Washing operation depends in part upon'the quickness or sudden .ness with Which the rotation of the cylinder is reversed. The sudden change of direction is depended upon to force the washing fluid into and through the'clothing. The Wash ing operation is also peculiarly dependent upon the exactness of the cylindors reciprocation. *UPOII this point it will be understood that the garments normally lie at the bottom of the cylinder and that the opposite revolutions of the latter cause the garments to successively roll, unroll and ire-roll, thereto expose all parts of the garment pact and passage of the washii fluid. It will be evident that if the washi cylinder rotates further in one direction than in the other the garments will be formed into a roll or ball; and this is what occurs in the Washing machines that are now in the cause new,

chines other than rotary u'aslujar and which like the Washer have reciprocating or oscil latingmovements which. should he-exactly equal.

The object of my invention to prm'ide reversing or double clutch inccl'ianism where- 1 of the clutches shall be reduced to a ininunum and practically prevented. i A further object of the invention is to provide a clutch mechanism, that shall be positive The Washerin, this action ser ing and being necessary 5 to the 1m- L) noless important and annoying conse quences or results, are encountered in Ina-- being the lost motion before alluded to. The

lOC

Cir

in the character of its movement and 0 eration and which shall at the same time c so constructed that the reversal of the clutches shall not be accompanied by sudden shocks. Further objects of my invention are to provide a double clutch mechanism which shall be compact and durable, which shall be of comparatively economical construction and which shall be peculiarly fitted for imparting exact movements to machines of the oscillatory or reciprocatory (straight line or rotary) types.

Other and special objects of my invention will appear hereinafter.

My invention consists generally in novel reversing clutches of the construction and combination of parts hereinafter described and particularly pointed outgin the claims.

In actual practice my invention is always associated with other elements that are needed to complete a driving and reversing "gearing mechanism and in order that the invention may be fully understood I have chosen to herein present the same as a part of a driving and reversing mechanism which I employ for operating rotary washing machines and the like.

The invention will be more readily understood by reference to the accompanying drawings, forming a part of this specification, and in whic Figure l is a perspective view of a rotary washing machine equipped with a mechanism, embodying my invention; Fig. 2 is an enlarged plan view of the driving and re versing mechanism, the upper portion of the casing being removed or broken away to disclose said mechanism; Fig. 5 is a side elevation of the mechanism, the casing thereof be ing in section, upon the vertical plane of the driven shaft; Fi 4' is a vertical, sectional view on the line 1 -IV of Fig. 5; Fig. 5 is a vertical, transverse section of the mechanism on the line .VV of Fig. 3; Fig. 6 is an enlarged, sectional view of the driven shaft and the parts thereon, on the line VI-VI of Fig. 3; Fig. 7 is an enlarged view of the driving shaft Fig. 8-is a diagrammatic, persnective view of the clutch shifter block;

I her or sleeves belonging to the" clutch mech- F ig. 9 is enlarged view of the draft men1- anism; Fig. 19 -is an enlarged, transverse section on theline X-X pf Fig. 6; and Fig. 11 is an enlarged plan view of a portion of the top of the casing, showing the shifting cam plate for operating the throwout clutch, and Fig. 12 is a cross se'ctiop on the line XII of Fig. 4.

As before stated, my invention is capable .of and is adapted for use upon and in connection with machines of many kinds and the invention is of great value in respect to each, but in designing the particular embodiment or mechanisnrhere illustrated, I have kept in view the special and exacting requirements of the rotary washing machine. This being the case, I have chosen to illustrate my invention as forming part of a complete driving and reversing mechanism which is applied to a rotary washer; showing, in Fig. 1, the manner of attaching the reversing mechanism to the end of a we sing machine for driving the rotary cylinder thereof.

A washing machine of the kind here shown, has cylindrical shell, A, arranged horizontally and supported upon cradles, B. The ends, A, of the washer shell are usually made of metal and the upper part of the shell contains an. opening, A, to be closed by a sliding door, A. The cylinder, C within the shell comprises two heads connected by a plurality of perforated staves and containing a door, corresponding to the door in the shell and which may be opened when opposite the latter, so that the cylinder may be partly filled with the garments or clothing to be washed. The ends of the cylinder are provided with gudgeons, C, having bearin s, in the ends, A, of the shell. On one of these is a large gear wheel, D, keyed to the gud eon shaft. E represents a cover or shie d for the large gear wheel, D.

The driving and reversing mechanism is connected with the gear wheel, D, and the mechanism considered as a Whole is attached to and supported upon the end, A, of the washer shell. The mechanism has its own rigid frame, which, in this case is in the form of a barrel-like casing having a bracket, A, which is bolted to the same and to the end of the washer shell, providing a proper space between them.

A brief description of the principal members of the driving and reversing mechanism 7 as a whole will facilitate an understanding of plication is particularly concernedJ Referring now to the detail views of the mechanism ;-F, represents the driven shaft, which at its inner end is provided with a pini'on, F, that njhshes with the large wheel D, belonging to the washer cylinder.

I G, represents the driving or powpr shaft, bearing a belt pulley, G, at its outer end. H and I, are oppositely rotated clutch menfbcrs which are rcvoluble about the driven shaft, F. these are supported will behxplained later. Th9 clutch parts H and l, are connected with the power sl'iaft by spur gears of such number and arrangement that the clutch The manner in which the reversing clutches with which this ap parts are driven in.' opposite directions,

whenever the power shaft is rotated.

K, is shiftablc clutch memberon shaft F, this part being'g'adapted to communicate the rotation of either of the clutch-parts, H or I, to the driven shaft, F. The part, K, is fixed against rotation on the shaft, F, but is slidable thereon and when moved in one direction, couples the shaft, F, with the i-so oil-egos clutch port, H, and when moved in an op posits direction, ivith the port, I. Briefly, theineehenisni for importing the longitudinal movement to the port, H,tho,t is, shifting itconiprises threaded or draft sore-W mechanism, which derives its motionv from the rotation of the clutch ports.

The principal ineniheJs oi the drelt mechanism sre'the threaded slec es, HK and Hi, and shii'talile, segmental nuts, H and I, the letter, arranged in the clutch parts, H and I. The sleeves l'lK-IK, ore keyed upon the shaft, F. They are connected by coupling KR, and adapted to s ide hack and forth together, in order t t ir inner ends ms Y engage, first one end .n the other, with the slidehle clutch port, A, to force the sen e into engagement Witll 'tilfi clutch 1nen1- iii. "usiely. The movement t sleeves by the nuts sch en the nuts, l, are allowed to close upon thedreit sleeve, iii, the nuts H, will out of engagement with the opposite sleeve end the rotation ol the member, 1, shout the then stationary or reversely rotating shalt, F, will omw back the draft ole a e, and, after brief moment, drew the elutch t, iii, into engagement with the mere oer, 1, thereby connecting the shaft to "the member, I, and setting it into rotation or causing the reversal of its rotation. will now be evident that the 'direo tion of rotetion of the shaft, l directly detoo.

pendent upon the positions of the nuts 1 the clutch o "*s, and that to cause the rev of the see it isonly necessary to in E, A to. change, shift or reverse the nuts ii and i". 'i'i'iev irnmed ste shifting H P he parts .A i, "which operate Slmilll hell; cranks, (see 1 41,) engaged with the nuts; As Will eppeor hereinafter the rings not only inerste to raise and lower the draft nuts but also serve to lock the some in engagement with resoeeti draft sleeves. The eesoeia-ted shit lg" devices are rook shafts, L end M, located above the other ports and oon'neote'ol with the oll i'ernploy e reciproe i thes rock. i

. oil-the sleek, N, and

ol operation, 3. m

t'rorn ovirle In e 30 shaft or spi merit being r or. st

devices collars,

entirely eliminated, th:

block, N, i'or opera ting v engaged clutch nu sni therefore depends upon for eosoto the shaft, P, by the shaft, F, inthis case opera-ting through the medium of the large gear Wheel, I and a pinion, P, on the shalt, l. in other Words both of the pinions, F and P engage with the gear, D, hence the peripheral. travel of P Will at all times exactly equal the peripheral travel of F, as though the pinions Were in direct engage nient. it will now be obvious that both the direction and the duration 01' the rotation of the timing shsl't, P, exactly correspond to the driven shalt, F, and that the rotstive direction of the shaft, F, and the moment of its reversal are positively dependent upon the sltuil't, 1 operating through the medium of the blocks, 0 and i\, the rocking shelits, L end M, and the draft mechanism, including the nuts described. Every part oi the inc remen't imported to the shalt, F, by either of the clutch ports, H, I, is measured by the timing shalt, F, and the moments when the clutches will change or alternate are therelore positively end definitely determined andv any possible slippage in the clutches, though deterring or diminishing the speed of the pinion, F, can in no Wise the sum of the peripheral travel thereof. It will be understood thot the next preceding sentence is based upon the theoretical consideration of the mechanism and that from a practical stendpoiot, possil'e lost motion between the ports is avoided by the almost instantaneous operations which eilect the equally quick exchange of clutches. It will also be well understood that the usual slippogethat is the slippage which in all other reversing mechanisms, occurs between the driven shaft end the driving shaft or mechanism, is

t is, so for as it concerns or eil'ects the rooiprocation ol' the driven shalt. i I

For convenience in stopping and storting the wesheiycylinder, i employ a shifting lever, Q, and u'cluteh, Q. These connect the d iving'p lley, G, with the power shaft, G. The operation of the meehonisin is as follows: l Will be unde-sto d that the belt pulley, G, rotated oontinuouslyo When the starting lever is thrown, to operetively eon 'rer shaft is com- "ports, ii and I, rough the. spur gesrsf lhe clutch ain't, eormeoted,to the power shaft L y s l goers, and the port L, through of three ears, so 'thstseid clutch psrts is end I we in opposite directions. 'inis eotion occurs and oontinues {LS long as the rotetinp'fielt pulley is connected with the power shoitv il hen the ports are thus in rotetion one clutch pert will be in engage ment with the shaft, P, which tl r'efore Will he rotated endnill communion-to its move- 0 the large gear wheel, The letter rotation to the timing device, P, and

n rotation of the neet the power'sheit, G with thebelt pulley,

finishing the ends thereof and for closing the i nuts of the engaged clutch and then drop the nuts of the opposite clutch part into engagement with the draft device. The last action is almost instantly followed by the shifting of the part, K, to disconnect the shaft, F, from the first clutch part and connect it with the'second. Assoon as this is done the rotation of the shaft, F, is reversed. This reversal of movement effects the reverse or return movement of the timing block, 0, and the same will travel to the end of its opposite stroke, ultimately picking up and shifting the block, N, thereby causing another reversal of the clutches. In this manner the shaft, F, andthe gear, D, or other connected part or machine, will continue in automatic osci latory, reciprocatory or alternative motion until the lever, Q, is thrown, to disconnect the mechanism from the belt pulley.

Having briefly outlined the construction, assemblage, functions and operations of the principal members or parts of a mechanism involved in my invention, I will now describe said parts or elements in greater detail.

-Theframe.'lhe frame or casing for the operatmg parts of my mechanism is in such form as to completely inclose said parts and contain a quantity of oil for lubricating the mechanism; It has the shape of a barrel or globe, though the preferred shape-may be altered to suit various designs. The casing is concentric with the power shaft, G. This being the case the belt pulley appears means shall be arranged for locking the same though forming an extension of the casing. The lower and upper parts of the casing are formed separately and are secured together by bolts as shown the arrangement is such that the upper part may be removed without. disturbing the contained mechanism. I prefer to employ plates, 1-1, for

openings in the ends of the upper part.

.The upper edges of the lower part of the easmg GJG'PIOX HlGLl with recesses to contain two blocks, 2-2, whlch are set therein along with all of the mechanism which is sup orted upon the two shafts, F and G. The furnish bearingsfor said shafts, said bearings being suitably bushed. The most imortant of these bushings are those indicated y numerals 3 and tin Figs. 4 and 6; these not only furnishing bearings for the shaft, F,

the 1- but also for the clutch parts, If, and 1. operating mechanisms above the shaftsF and G are supported by a bridge frame, which comprises the two blocks or standards, 5-5,

together with three cross or bridge barsfi, 7, and 8. The blocks, 5, when bolted in place serve to fasten the bearing main blocks, 2-2.

locks The casing, particularly its lower art is oiltight. 'lhislparticularly fill wit oil. The rotating parts of the mechanism, being thus partly immersed in oil, it is evident that the oil will be distributed upon all parts and bearings of the mechanism, thoroughlylubrieating every part and making it unnecessary to otherwise oil the mechanism.

on the side of the casing for showing the height of oil therein. I

The driving mechanism, including the clutch members, H and I .The driving mechanism proper comprises a number of parts, including the following: the belt pulley, G, the stud shaft, 10, the power shaft, G, the set of gears HG, HG and IG, 1G, 1G and starting lever, Q, is associated. The stud shaft. 10, is journaled in the bearing block, 1, and the outer end of the power shaft, G, is journaled in the inner end of shaft, 19. The inner end of the shaft, 10, forms one half of the clutch, Q, and the other half of said clutch is formed on the spur gear, HG; the i hub of said gear has a groove to receivethe l yoke, at the lower end of the starting l l l l lever, Q, and the gear HG is slidable on the l shaft, G, for disengagement from the shaft,

i 10, but is never moved out of engagement 5 with the companion gear, HG, on the clutch l member, If.

, it is obvious that a simple slot could be 1 provided in the top of the casing and that l the lever, Q, could be made to be operated Q directly from the exterior of the casing, but it is desirable that the starting clutch, Q, i'shall be operated quickly, and also that l in either of its positions. For these reasons, 3 1 provide a separate operating mechanism for the starting lever. The end of the lever, l as shown in Fig. 3 and Fig. 11, is provided with a small ai'iti-friction roll and projects through a slot, 11, in the top of the casing, and into engagement with a cam groove or slot, 12, in a plate, This plate is curved and is held between guides, 14, on the top of,

l the casing. 1515 are stops therefor, and i 16 a handle, by which the plate maybe shifted. The movement of the plate is transverse to the throw of the lever, Q, and it is l obvious that the cam therein will operate 1 ciprocated or shifted, the lever being locked in the straight Fig. 3 shows t e plate in one position and Fig. 11 in the other.

To prevent the backward turning pf the lpower shaft, I refer to connect the belt pulley, G, and tie shaft, 10, by means of a single-direction ratchet, 10, adapted for forward turning only. The ratchet is concealed by the cap nut which holds the pulley l in place on the stud-shaft. The spur gears,

the clutch members H and I: wherewith the the starting lever, Q, when the plate is rearts of the cam (see Fig. 11).

9 represents a small gage glass provided part, H, and the third, H.

crease .f

HG and HG, are two in number, whereas on the opposite side I employ three gears, lG, 1G and 1G one (1G thereof being an intermediate or idler gear. The clutch members, H and I, are thus positively connected with the power shaft and are rotated in opposite directions.

If desired, the clutch members, H and I, may be directly mounted upon the driven shaft, F, but to avoid the effects of possible binding and of friction upon said shaft, I prefer to mount the clutch members upon the inner ends of respective bushings, 4 and 3. These bushings have shoulders, a and 3, at their inner ends, to prevent longitudinal movement of the clutch parts, and like the clutch members, are made hollow, to accommod-ate the threaded draft sleeves, HK and 1K. It is possible to make the body member of each clutch part in a single piece,

but for coi'ivenience in manufacturing them I prefer that said body parts shall comprise several connected carts, one being the spur gear and its hub, te other an intermediate The intermediate part bears the sliding collar, and corn tains recesses for the clutch nuts, H or I, as the case may be. The arrangement is such that the collar may slide over the recesses containing the nuts to engage with the ends of the latter when in work. Extensions of these recesses accommodate the bell-cranks, ll and I, underlying outer position of respective sliding rings, H and I which latter rotate with the shifting clutch part, K, and are properly parts of that portion of the mechanism.

The driven shaft, including the shcfiable clutch rnrm henl he shaft, F, is held against longitudinal movement by the abutment of its shoulders against the bushings, 4 and 3. It is provided with a key or feather, 17, and the sleeves, HK and 1K and the drum, K, are secured to the shaft, F, by said lacy or feather, 17. These parts are slidable on the shaft, such movement being necessary to the shifting of the clutches.

tcfcrring to Fig. 12, it will be seen that the draft or coupling bars, KK, are arranged to operate in grooves, 18, provided in the hub of the member, K. Said bars have their ends held in the threaded sleeves, the latter being rovidcd with annular grooves to receive the lugs of the bars, KK, see Fig. 9. The bars are of greater lengt than the hub of the member, K, allowing lost motion or freedom of movement between said member and the sleeves,llK-IK. The ends of flanges of the member, K, overhang or inclose the in The bell cranks engage the nuts and operate to drop I rier ends of the clutch members, H and I, and l said flanges are provided with converging or V-shaped notches, H25. and IX. The rings, i HX-LX, are made in halves and are pro l vided with lugs, 18, which are accommodated in the wedge recesses of the memben K. It will now be evident that when the member, K, is shifted on the shaft, i the clutch ring which is held in one pair of wedge recesses will be loosened, while the ring held in the opposite pair will be tightened upon its clutch member. A very slight longitudinal movement of the member, K, thus sullices to free it. from one clutch member and connect it to the other by tightening its ring thereon. The necessary movement is imparted to the member, K, by the clutch nuts operating through the medium of the longitudinally shiftable draft sleeves.

My purpose in allowing lost motion between the member, K, and the draft sleeves that is for allowing the latter greater freedom of movement, is to insure the proper setting of the threaded sections or nuts, H.ll, in the threads of the sleeve before said nuts, are subjected to the strain incident to the shifting of the member, K, and to allow the shifting ring or notch to complete its movement to, the position over the recesses containing the nuts. are freed as soon as the bell-cranks or triggels are liberated by the first movement of the ring. This being the case the nuts will sink to the full depth of their threads at about the instant that the ring reaches a position over the outer ends of the nuts. After the ring is thus located it is obvious that it serves to lock the nuts in engagement with the threaded sleeve. As constructed both draft sleeves are freed when one set of nuts is withdrawn, and therefore res ond instantly to the first slight contact of tile set which is closed thereon in the opposite clutch member, and the time which elapses before the draft device engages the member, K, is sufficient to permit the incoming nuts to become firml seated and to be locked before the draft de vice begins to pull upon the member, K.

Assuming that the parts are in the positions shown in Figs. 2 to 6, the part, K, will be in rotation with the member, I, and as both K and the draft sleeves are keyed to the shaft, F, all of these arts will rotate together, there being at tais time no relative movement between the nuts I and the sleeve, 1K. .Now, if the ring, 1 is shifted to raise or exand the clutch nut, the draft sleeves will be liberated, but the part, K, will continue to be rigidly connected to the part, I, there having been as yet no movement between these members. A moment after the ring, I, is shifted, the ring, H, is moved inward to release the nuts, ll, in the member, H.

It will be observed that the nuts ins The complete operation of this portion of the mechanism may be traced as follows:

- v mechanism inasmuc Thereupon the nuts, which are springpressed, will close upon the sleeve, HK. H operates in a reverse direction, and as the threads of the nuts sink into the thread of the sleeve, HK, the latter will be drawn back until the opposite sleeve, IK, ultimately engages the hu b of the member, K, after which the whole draft effort will be exerted upon said member and will operate to free the clutch ring, IX, and bind the opposite ring, HX, upon the member, H, thereby completing the exchange of clutches and causin the shaft, F, to be rotated with the member, H. The member, K, remains in connection with the clutch from which it is about to be separated until the draft device actually begins to draw upon it. The causes of its so doing are :first, the lost motion referred to; and second, a further and distinct cause lies in the fact that the friction rings and the flanges of the drum, one or both, possess considerable elasticity and resiliency, causing the same to bind firmly upon one another and preventing-the natural expulsive operation of the wedge, which latter is pro ortional to the inclination of the sides of t e wedge recesses. The elasticity .and resiliency of the parts serve a further and particularly advantageous purpose in this; that at the. first moment of engagement between a rotating clutch member and a then oppositely rotating clutch ring the clutch rin and the drum, K, one or both, expand sufhciently to" prevent, for the moment, the rigid coupling of the parts; which latter would result in an injuriously sudden reversal of the heavy body that is'geared to the shaft, F. It is to be remembered, however, that the momen-- tary slippage which occurs between the members of the clutch at the instant of the first firm or positive reversal of the shaft, F, in no wise affects the operation of the timing as every part of the rotative travel of the shaft, F, has its 'counterpart in the movement of the timing block, 0, and the shifting block, N.

The reversing mechanism, for shifting the clutches.-The reversing mechanism, as before stated, comprises the rocking shaft and connected parts together with the block, N. The rocking shafts, L and M, are carried in bearings, 6 and 8, provided on the bars, 6 and 8; each has -a rocker arm, L-M, and these en age the olutchring shifting yokes, L and M respectively. The yokcs embrace the clutch rings, H and I, and they are arranged to slide upon a short shaft or supplemental bridge bar, 20, extending between the blocks, 5-5. The arms,-L and M are forked to engage the yokes, as shown in Figs. 2 and 3. Generally speaking, L- M, are

maintained parallel and are-thus held and o erated by the block, N. This block, as c earlyshown in Figs. 2 and 8, s provided with raised ribs or tracks, N, N N-t N from t 1e gear, D, through medium of and N are less than half the length of "the rib N. The rocking shafts, Land M carry the short rider arms, L and M fixed thereto, extending in opposite directions with their free ends adapted to travel upon the track N. Each shaft also bears a like, rider arm, L", h extending inwardly and these engage the tracks or ribs, N and N respectively. The arms are fixed upon the shafts L and M i and the arms on each shaft are so disposed that at a mbment when the arm L" or M is about to rise upon its res ective track, the other arm, L or M will rop from the end of the track 'N, and vice versa. These relations being established, it will be evident that the rocking shafts may be turned or rocked by shifting the block, N upon the bar, 7, which supports it. Thus the parts being in the positions illustrated in Figs. 2 and 3,- the clutch ringS, l and H will be held in respectively locked and unlocked positions, because the co nding rider arms, M and L are at that ment elevated upon their tracks or ribs (see Fig. 3). If now the block N is moved to the right, the tracks the'reon will move from beneath. the arms, Mand L and will engage and elevate the arms, L and M thereby rocking the shafts and moving the clutch rings and yokes into opposite positions to elevate the nuts in member I '95 shaft which represents a working clutch will 100 be turned slightly in advance of the turning of the other shaft to release that clutch before the other goes mto operation. The proportions referred to are well shown in Figs.

3 and 8. 'It is obvious that the arbitrary A05 reversal of, the clutches and hence of the shaft F, may be brought about at any time by merely shifting the block, N, and in this respect the mechanism may be said to be capable of manual control. with'this idea, L may connect a reversing lever to the block, N, and so do in cases where the mechanism is employed upon machines that are character ipcd'by the unequal. ro-

pgiprocation or oscillation of their parts. 1

ut as a chief ohjot of the invention is to provide a driving and reversing mcghanism which shall operate automatirally and with a degree of exactness hitherto unattaincd, l

equip the mechanism with the timing mech- 12o anism hcreinbefore briefly described and whereof the shaft, 1, geared to the shaft, F, is the principal member.

The timing mechanism for actuating th reversing 'mechenis'm.The shaft, .P, bearin s in the blocks, 5-5, and is operated inion, P. The middle portion of the shaft is provided with a thread, I, and the block,

OfhfiS an internal thread fitting same. The 1.10

ln uniformity has a shaft to be rotatively reciprocated, in com bination with clutch members concentric with said shaft and driven in opposite directions, cooperating clutch parts revoluble with said shaft, a clutch operating member slidably fixed upon said shaft, a draft device slidably fixed upon said shaft for actuating said clutch operating member, cooperating draft parts movably arranged in. the oppositely rotated clutch members, shifting rings arranged upon the latter for actuating and locking said cooperating draft parts, and means for operating said shifting rings, substantially as described.

7. In a driving and reversing mechanism, a shaft to be driven, in combination with op posite direction-clutch parts revoluble thereabout, a shiftable clutch part for connecting the first mentioned clutch parts to said shaft alternately, a draft device provided upon said shaft, nuts provided in the first mentioned clutch arts and which being engaged with said drafli device cause the longitudinal movement thereof, and shifting rings upon said clutch parts for operating and locking said nuts, substantially as described.

8. A driving and reversing mechanism, comprising a shaft to be driven, in combination with clutch parts revoluble about said shaft and driven in opposite directions, partial nuts laterally movable in said clutch parts, means on the clutch parts for shifting said nuts, an intermediate clutch part revo luble with and slidable u on said shaft, threaded draft sleeves slirfable upon said shaft, suitably connected and adapted to engage op' osite ends of said clutch part, substantia y as described. 7

9. In a driving and reversing mechanism, a shaft,'in combination with opposite direction clutch members revoluble about said shaft, an intermediate clutch member slidably fixed upon said shaft and rovided with peripheral Wedge recesses, spit rings frictionally engaged with said opposite direction clutch members, and. having their ends held in the wedge recesses of said intermediate member, said intermediate member and said split rings together being comparatively elastic and resilient, and means for shifting said intermediate member, substantially as and for the purpose specified.

10. In a driving and reversing mechanism, a shaft to be rotativel reciprocated, in com bination with clutc 1 members revoluble about the same, an intermediate clutch part, slidably fixed upon said shaft, clutch parts revoluble therewith and frictionally engaged with res ective clutch members, threaded sleeves s idably fixed upon said shaft to abut and operate with said intermediate clutch part and capable of relative or lost motion with res ect thereto, partial nuts arranged 'in said 0 utch members, and means for moving the same into and out of engagement with said threaded sleeves, substantially as and for the urpose specified.

11. In a riving and reversing mechanism,

a shaft to be rdtatively reciprocated, in comwith respect thereto, partial nuts arranged in said clutch members, and means upon said clutch members for operating said partial nuts and for securing the same in enga ement with said threaded sleeves, alternate substantially as described.

12. In a driving and reversing mechanism, a shaft, in combination with oppositely rotated clutch members means for connecting either thereof with said shaft, an intermitting member for operating the clutches, and a member continuously connected with said shaft and operating said intermitting mem ber, substantially as described.

13. In aldriving and reversing mechanism, working member, in combination with 0ppositely rotated clutches for driving said member, and a clutch operating and timing mechanism geared to and driven by said member substantially as described.

14. In a driving and reversing mechanism, an element to be driven, in combination with oppositely rotating parts for driving said element'inbpposite directions, means for engaging either of said parts with said element,

a reversing mechanism,'\and means actuated.

by the driven element for operating said reversing mechanism, substantially as described.

15. A driving and reversing mechanism, comprising a shaft to be driven, in combina tion with opposite-direction-drivers therefor, means longitudinally movable upon said shaft and revoluble therewith for connectin said drivers to the shaft alternately, ant means actuated by said shaft for controlling the alternation of such driving connections, substantiall as described.

16. In a riving andreversing mechanism, a shaft to be rotatively reciprocated, in combination with driven clutches for driving said shaft, clutch operating means including parallel rocking shafts and cam devices for actuating said rocking shafts to shift the clutches, substantially as described.

17. In a'driving and reversing mechanism, a shaft to be rotatively reciprocated, in combination with driven clutches for driving said shaft, clutch operating means including parallel rockin shafts, cam devices for actuating said roe ring shafts, and means posi- 'tion with opposite-direction-drivers or clutch parts, corresponding clutch parts for con- I necting the same with said shaft alternately,

shiftable devices controlling such action, a pair of rocking shafts connected with said devices, a shifting block proyid ed with elevations, and rider arms upon said rocker shafts for communicating the movement of said blocks thereto to cause the reversal of the clutches upon the first mentioned shaft, subr.,.. ntially as described.

19, A driving and reversing mechanism, comprising shaft to be driven, in combination with opposite direction-drivers or clutch parts, corresponding clutch parts for connecting the same with said shaft alternately, shiftable devices controlling such-action, a pair or rocking shafts connected with said devices, a shifting block provided with elevations, rider arms upon said rocking shafts for communicating the movement of said block thereto to cause the' reversal of the clutches,

upon the first mentioned shaft, and means reciprocated by the first mentioned shaft and adapted to operate said block intermittently,

substantially as described.

20. A driving and reversing mechanism, I

comprising a driven shaft, in combination 'With opposite. direction drivers, a shifting clutch mechanism ositive shiftin means and means actuated by the final rotation of the shaft in each direction and adapted to actuate the shifting means, substantially as described.

21. A driving and reversing mechanism comprising a shaft to be driven, in combina tion with oppositely rotated clutch members thereon, a common clutch memberattached to said shaft, a draft screw mechanism having three principal members, one in each clutch member, for alternately engaging the common clutch member with the oppositely rotated clutch members, andan automatic timing and shifting mechanism, 0 crating and controlling the draft screw mec anism.

In testimony whereof, I have hereunto set my hand, this 4th day of May,'1906, in the presence of two subscribing witnesses.

FREDERICK SNOW.

Witnesses:

CHARLES GILBERT HAWLEY, JOHN R. LEFEVRE. 

